Governor or velocity regulator



Nov. 2 1926. 1,605,269

F. c. MYER GOVERNOR 0R VELOCITY REGULATOR1 Filed April 24, 1924 Cm bwk* gi INVENToR ATTORNEY- Patented Nov. 2, 1926.

UNITED STATES FRED C. MYER, 0F FRESNO, CALIFORNIA, ASSIGNOR OF ON-HALF TO LEO AND C. H. GILLIG, OE FRANCISCO, CALIFORNIA.

i 1,605,269 PATENT ferri-cs.

comme GOVERNOR OR VELOCITYIREGULATOR.

Application led April 24, 1924. Serial N o. 708,815.

My invention relates to a governor, or velocity regulator for engines. It is especially adapted for regulating the speed of an internal combustion engine, such as is commonly used in automobil-es and trucks, thereby regulating the speed of the vehicle of which the engine is a part. My device is not limited for use to automobile or internal combustion engines, as it can in a modified form be used on other engines.

The object I have accomplished is the construction of a governor to regulate' automatically the speed of the engine by means of the velocity of the fluid or fuel being drawn into the chamber to move the piston. Other objects will be disclosed in the specification.

I accomplish these objects by meansl of the device described in the specifications and illustrated in the accompanying drawing, in which- `Fig. 1 is a vertical sectional view of a fuel supply pipe in which this regulator has been installed, and Fig. 2 is a view of the balanced valve in said pipe, the latter being shown in section.

Referring vto the form of the invention shown in Figs. 1 and 2, it will be seen that 10 represents a tube having the elbow 18 at its upper end, through which the fuel passes to the combustion chamber ofthe engine .when it is operating. The 'direction of the flow of the fuel is shown by arrow 11. Within tube 10 is pivoted a butterfly valve 4 adapt-ed to close the opening through the tube. As shown in the drawing, this butterfly valve rotates on axis 5, and functions by meansof a connecting rodlpivoted to a ost 6, attached to the butterfly valve 4. I iiave provided a bafiie plate or piston 12 which tits loosely in pipe 10. This baffle plate is connected with a stem 8 which extends through the upper portion of the wall of the elbow of the intake manifold. On the lower surface of the said piston is attached a nut 17 which is adapted to screw on a thread-ed rod 9, pivoted to connecting rod 16. As the nut 17 is approximately on the lateral diameter of pipe 10, I have bent the lower portion 3 of rod 9 so it will cooperate with connecting rod 16 without conflict with the butterfly valve 4. A. head 13 is attached to rod 8 for the purpose of adjusting the length of rod 9, this adjustment being possible by screwing to the left or to the right the nut 17 on the threaded rod 9. A coil compression spring 7 normally holds piston baffle plate 12 in a downward'posi` tion, holding the butterfly valve open. As the fuel is drawn through tube 10 the fuel velocity will necessarilyraise baffle plate 12 against a spring 7, said spring being weak and adapted to normally hold the piston in a downward position, or partially closed, depending on the velocity of the flowing fuel. When the fuel velocity is released, the spring 7 normally pushes piston 12 downward, the downward movement being limited by stop 2, and such movement of the baffle plate will open butterfly 4, permitting more fuel to pass through said intake pipe. The height to which baffle plate 12 can be raised depends upon the velocity of the flowing fuel or gas, and it is here noted that by shortening or lengthening rod 9, lesser or greater fuel velocity will close butteriiy valve 4. By this means an adjustment of nut 17 on rod 9 can regulate the maximum speed of the engine, and the regulator is ordinarily so adjusted that it will not work at all below a certain speed.

It will be noted that in each of the designs, that the operative member 12 and 64 does not fill the passage way in which it is moved, and consequently it is mov-ed against the action of its corresponding spring only by variations in velocity of the fuel being moved, regardless of whether the absolute pressure in the fuel pipe is high or low; and both operative members are ordinarily so vadjusted that they are not affected by low velocity of the fuel passing to the explosion chamber.

This enables the engine to be operated with the maximum power at low speed, or at any speed under the maximum set, but above which maximum the engine will not be permitted to go, and it is also to be seen that the balanced valve does not affect the movement of theoperative member in any degree, .nor does it in any way change its condition with respect to the fuel opening, with the result that it is possible to prevent the engine from exceeding aspeed above a given maximum.

lVhat I claim is as follows, but various modifications may be made in the construction shown in the drawings and above particularly described form, within the purview of my invention.

A regulating device for explosion engines, con'lprsng n combination a fuel intake channel to the cylinder of the engine, a halanced butterfly valve in said channel, a {lat- 1novable plate adapted to rest on a seat in said channel, a rod xed to said plate and eX tending through said Channel Wall, a slot n the outer end of said rod, a light spring adapted to normally hold said flat plate on its seat7 a huh on said plate Scretv threads in said hul), a threaded rod engaging the thread in said huh, and a pvoted rod oounetlng said threaded rod With Said butterfly va ve.

FRED C. MYER. 

